EP3511185A1

EP3511185A1 - Transmission roll initiator

Info

Publication number: EP3511185A1
Application number: EP19150754.0A
Authority: EP
Inventors: Michael Spurling; Daniel Meckenstock; Marius Sawatzki; Simon Jesse; Herbert Gonska; Eric KOU; Wayne Lam
Original assignee: Ford Global Technologies LLC
Current assignee: Ford Global Technologies LLC
Priority date: 2018-01-10
Filing date: 2019-01-08
Publication date: 2019-07-17
Also published as: GB2570116B; US20190210444A1; GB201800397D0; CN110014828A; GB2570116A; US10596893B2

Abstract

A vehicle transmission for an automotive vehicle having a longitudinal axis and a lateral axis, the vehicle transmission being contained within an engine compartment of the vehicle and comprising a roll initiator having a projecting portion, wherein the projecting portion is arranged to engage with a structure within the engine compartment to rotate the vehicle transmission about the vehicle lateral axis when the vehicle undergoes a collision in the longitudinal direction.

Description

This invention relates to a roll initiator for a vehicle transmission. The invention also relates to a vehicle transmission comprising a roll initiator, and a method of modifying a vehicle transmission.
In modern motor vehicles, engine compartments are designed to minimize intrusion of engine components into the passenger compartment in the event of a crash to improve vehicle crashworthiness and passenger safety. A major aspect of such design is the consideration of which engine components may directly contact the dashboard panel (or 'dash panel', as it is commonly known in the art) cross member in the event of a frontal collision of the vehicle.
In prior art vehicles incorporating manual or automatic transmissions it has been possible to prevent dash panel intrusion into the passenger compartment by placing energy absorbing elements between the transmission and the dash panel cross member. This has been possible because the shape of manual and automatic transmissions allows a space for such elements. Said space also translates to increased time during a crash event for energy to be dissipated from the transmission as it transits said space.
However, it has been found that this is difficult to achieve in vehicles incorporating a Continuously Variable Transmission (CVT). The shape of a CVT differs from that of a manual or automatic transmission in that the CVT has a rearward projection (a so-called 'hunchback' region) which eliminates the space referred to above. Consequently, there is a need for a new safety feature that reduces or eliminates the tendency of the CVT rearward projection to contact the dash panel cross member early in a vehicle crash event. Hybrid electric transmissions also exhibit a similar hunchback region.
In accordance with a first aspect of the present invention there is provided a vehicle transmission for an automotive vehicle having a longitudinal axis and a lateral axis, the vehicle transmission being contained within an engine compartment of the vehicle and comprising a roll initiator having a projecting portion, wherein the projecting portion is arranged to engage with a structure within the engine compartment to rotate the vehicle transmission about the vehicle lateral axis when the vehicle undergoes a collision in the longitudinal direction.
This configuration has the effect that a rear portion of the transmission is rotated downwards during a collision and pushed under the dash panel cross member. This can act to reduce or prevent dash panel intrusion into the vehicle passenger compartment.
The projecting portion of the roll initiator may be aligned with a bumper beam of the vehicle. This arrangement provides a direct path for the transmission of force from a colliding vehicle to the roll initiator during a crash, as a bumper of the vehicle is the most likely component to first be struck during a collision and so the supporting bumper beam is likely to provide a reliable load path to induce the necessary load to the projecting portion of the roll initiator. It is preferable for force to be transmitted to the roll initiator as early on in a collision as possible, as this gives more time for the hunchback region to rotate. More time corresponds to a greater extent of rotation of the hunchback region, which increases the likelihood of the hunchback region being rotated underneath the dash panel cross member.
A rear surface of the roll initiator may comprise a portion corresponding in shape to an outer surface of the vehicle transmission. This construction maximises the contact surface area between the roll initiator and the vehicle transmission, which provides an efficient transmission of force between the roll initiator and the vehicle transmission during a collision.
The roll initiator may comprise a hook portion configured to engage with a portion of the vehicle transmission to prevent separation of the roll initiator from the vehicle transmission. It is important to prevent separation of the roll initiator from the vehicle transmission, as if this occurred during a crash event the roll initiator would be unable to transmit the load between its projecting portion and the vehicle transmission, and the rotational force would not be applied to the vehicle transmission.
The roll initiator and vehicle transmission may each comprise corresponding interlocking portions configured to prevent separation of the roll initiator from the vehicle transmission. An interlocking arrangement has been found to be effective in ensuring that the roll initiator does not become separated from the vehicle transmission during a crash event. This arrangement also has the benefit of providing many points of contact between the roll initiator and the vehicle transmission, which allows the efficient transmission of load between the projecting portion of the roll initiator and the rear surface of the roll initiator.
Each of the above arrangements (form-fitting rear surface, hook portion and interlocking arrangement) may be used separately or in conjunction with one another. They each ensure that the fasteners used to connect the roll initiator to the vehicle transmission (e.g. bolts) do not need to be relied on to provide strength of connection. This in turn means that lower strength, cheaper fasteners can be used to connect the roll initiator to the vehicle transmission, which in turn lowers the cost of installation.
The projecting portion may comprise one or more reinforcing ribs. These prevent the projecting portion from simply collapsing during a collision and also allow the force experienced by the projecting portion during a collision to be spread evenly across the rear surface of the roll initiator.
The transmission may be a continuously variable transmission. While the roll initiator of the present invention may act to rotate any type of vehicle transmission, it is particularly efficacious in preventing dash panel intrusion into the vehicle passenger compartment where the vehicle transmission is a continuously variable transmission, as these types of transmission typically comprise a hunchback region. This configuration has the effect that the hunchback region of the CVT is rotated downwards during a collision and pushed under the dash panel cross member. This can act to reduce or prevent dash panel intrusion into the vehicle passenger compartment that would normally occur as a result of the hunchback region directly contacting the dash panel cross member during a collision.
The transmission may be a continuously variable transmission. As noted above, hybrid electric transmissions also exhibit a hunchback region, and so the roll initiator of the present invention is also particularly efficacious in preventing dash panel intrusion into the vehicle passenger compartment where the vehicle transmission is a hybrid electric transmission.
Furthermore, according to the present invention there is provided roll initiator for use in the transmission set out above.
Moreover, according to the present invention there is provided a method of modifying a vehicle transmission for an automotive vehicle having a longitudinal axis and a lateral axis, the vehicle transmission being contained within an engine compartment of the vehicle, the method comprising the step of:
attaching a roll initiator to the vehicle transmission,
wherein the roll initiator comprises a projecting portion arranged to engage with a structure within the engine compartment to rotate the vehicle transmission about the vehicle lateral axis when the vehicle undergoes a collision in the longitudinal direction.
The invention will now be described by way of example with reference to the accompanying drawings, in which:

Fig. 1 schematically shows a perspective view of a vehicle transmission according to the present invention;
Figs. 2a and 2b schematically show the movement of the vehicle transmission of Fig. 1 without the roll initiator and with the roll initiator respectively; and
Figs. 3a and 3b schematically show detailed views of the interface between the roll initiator and the vehicle transmission.

Fig. 1 schematically shows a perspective view of a vehicle transmission according to the present invention.
A vehicle engine compartment is generally indicated by reference numeral 10. Some components of the engine compartment have been omitted so that the positional relationships between components relevant to the present invention can be clearly seen.
The engine compartment 10 contains an engine 12. The engine 12 transmits power to the wheels (not shown) of the vehicle via a transmission 14. In the embodiment shown in Fig. 1 the transmission 14 is a Continuously Variable Transmission (CVT). When compared to many manual or automatic transmissions, CVTs have a region projecting from a rearward (relative to the vehicle) portion thereof, which is sometimes referred to as a 'hunchback' region. The hunchback region of the transmission 14 shown in Fig. 1 is indicated in dotted lines with the reference letter H.
The transmission 14 has a roll initiator 16 attached to a forward (relative to the vehicle) surface thereof.
Further components of the engine compartment 10 include a dash panel 18, a dash panel cross member 20, a cooling pack 22 and a bumper beam 24. These components are standard components and are generally known in the automotive field.
Fig. 2a schematically shows the movement of the vehicle transmission of Fig. 1 without the roll initiator. Like reference numerals have been retained as appropriate.
In Fig 2a, the vehicle has experienced a collision from the front of the vehicle. The direction of the force is indicated by arrow A. The bumper beam 24 has been forced back in a rearward direction and has contacted the cooling pack 22, which has likewise been forced in a rearward direction.
It can be seen that in the absence of the roll initiator 16, the cooling pack 22 contacts the engine and the transmission 14 substantially simultaneously. The cooling pack 22 comprises a planar rear surface. A majority of this planar surface pushes the engine 12 and the transmission 14 rearward substantially along the longitudinal axis of the vehicle.
The hunchback region of the transmission 14 is in close proximity to the dash panel cross member 20. As a result, rearward longitudinal movement of the transmission 14 brings the hunchback region into direct contact with the dash panel cross member 20 very quickly following the application of collision force to the front of the vehicle. The dash panel cross member 20 is attached to the dash panel 18 and so the collision force is transmitted from the dash panel cross member 20 to the dash panel 18. As a result, the dash panel is forced into the passenger compartment of the vehicle (e.g. into the foot well), possibly causing injury to a passenger.
It can be seen in Fig. 2a that without the roll initiator, a direct load path through engine compartment components, indicated by arrow B, is established very early on in a collision event. This allows forces from the front of the vehicle to be transmitted to the passenger compartment, which is a safety hazard. It is desirable to prevent or delay the establishment of such a direct load path.
Fig. 2b schematically shows the movement of the vehicle transmission of Fig. 1 with the roll initiator. Like reference numerals have been retained as appropriate.
In Fig 2b, the vehicle has experienced a collision from the front of the vehicle. The bumper beam 24 has been forced back in a rearward direction and has contacted the cooling pack 22, which has likewise been forced in a rearward direction.
However, unlike the arrangement shown in Fig. 2a, instead of the cooling pack 22 contacting the engine 12 and transmission 14 substantially simultaneously, in Fig. 2b the cooling pack 22 first contacts a projecting portion of the roll initiator 16. The roll initiator 16 is attached to the transmission 14 at a point above the centre of mass of the transmission 14, i.e. the roll initiator is eccentrically mounted. As a result, contact between the cooling pack 22 and the roll initiator 16 transmits a force to the transmission 14 that imparts a rotation to the transmission 14. The direction of rotation is indicated by arrow D.
As the cooling pack 22 is forced further rearward, the engine 12 and transmission 14 are also forced rearward, as they were in Fig. 2a. However, as the transmission 14 has been rotated in the direction of arrow D (i.e. substantially about a lateral axis of the vehicle), the hunchback region of the transmission 14 has moved downward away from the dash panel cross member 20. The load path established is indicated by arrow E, and it can be seen by the direction of arrow E that the force is not being transmitted directly to the dash panel cross member 20 but downwardly away from the dash panel cross member 20. This results in the dash panel 18 intruding into the passenger compartment of the vehicle to a lesser extent compared to the arrangement shown in Fig. 2a.
Figs. 3a and 3b schematically show detailed views of the interface between the roll initiator and the vehicle transmission. Like reference numerals have been retained as appropriate.
In Fig. 3a it can be seen that the roll initiator 16 comprises a projecting portion 26 which extends away from the transmission 14 towards the front of the vehicle in use. The rear surface of the roll initiator 16 comprises curved portions 28 and 30. These portions are shaped so as to correspond to the shape of the surface of the transmission 14 to which the roll initiator 16 is to be attached.
The shaped portions 28 and 30 provide an important function in that they maximize the amount of surface area of the roll initiator 16 that contacts the transmission 14 when the roll initiator 16 is attached to the transmission. It is desirable to have as large a surface area of the roll initiator 16 as possible contact the transmission 14 as this in turn maximizes the efficiency of force transmission between the roll initiator 16 and the transmission 14. A more efficient transmission of force corresponds to a greater degree of rotation of the transmission 14 during a collision which increases the chances of the hunchback region avoiding direct contact with the dash panel cross member 20 (see Figs. 2a and 2b).
The rear surface of the roll initiator 16 also comprises a number of built in locking or catcher features (e.g. a hook portion). These are features which engage with projections or recesses in the surface of the transmission 14, and which act to prevent the roll initiator 16 from rolling or sliding off the transmission 14 during a collision.
The roll initiator 16 is attached to the transmission 14 via first and second bolts 32, 34 that extend vertically through the roll initiator 16 and into the transmission 14.
In Fig. 3b it can be seen that the roll initiator 16 is also attached to the transmission 14 via third and fourth bolts 36, 38 that extend horizontally through the roll initiator 16 and into the transmission 14.
As can also be seen in Fig. 3b the roll initiator comprises a central rib 40 and a pair of lateral ribs 42, 44. The ribs 40, 42, 44 act to reinforce the projecting portion 26 and prevent it from collapsing during a collision. If the projecting portion 26 were to collapse during a collision it would prevent the efficient transmission of linear force of the roll initiator 16 into rotational force on the transmission 14. The ribs 40, 42, 44 also act to distribute the force experienced by the projecting portion 26 during a collision evenly through
As is visible in Figs. 3a and 3b, the roll initiator 16 is attached only to the transmission 14 itself. The roll initiator 16 requires no structural attachment fasteners to any other part of the engine compartment. Prior art methods of dissipating energy during a collision have used rigid rods connecting the engine or transmission to a deformable beam within the engine compartment. The present invention provides an improvement over such arrangements by providing a simplified construction. The present invention requires fewer components, and fewer points of attachment, which results in a quicker installation. Additionally, due to the form fitting shape of the rear surface of the roll initiator a sufficient strength of attachment can be achieved using a small number of low grade fasteners. This can reduce cost compared with prior art constructions.
It will further be appreciated by those skilled in the art that although the invention has been described by way of example with reference to the embodiment above it is not limited to the disclosed embodiment and that alternative embodiments could be constructed without departing from the scope of the invention as defined in the appended claims.
For example, while the exemplary embodiment shown in the Figures is a cast aluminium roll initiator, this need not be the case in practice and roll initiators according to the invention can be made from any suitable material or by any suitable manufacturing process. For example, the roll initiator could be made of plastic, or could be a structure formed from sheet metal or bar / tube stock material.
As a further example, while the exemplary embodiment shown in the Figures comprises a roll initiator attached to the vehicle transmission using bolts, this could equally be achieved using studs and nuts, or external clamps / clips, as these fasteners are present merely to hold the roll initiator in place during normal operation of the vehicle.

Claims

A vehicle transmission for an automotive vehicle having a longitudinal axis and a lateral axis, the vehicle transmission being contained within an engine compartment of the vehicle and comprising a roll initiator having a projecting portion, wherein the projecting portion is arranged to engage with a structure within the engine compartment to rotate the vehicle transmission about the vehicle lateral axis when the vehicle undergoes a collision in the longitudinal direction.
A vehicle transmission according to claim 1, wherein the roll initiator is aligned with a bumper beam of the vehicle.
A vehicle transmission according to claim 1 or claim 2, wherein a rear surface of the roll initiator comprises a portion corresponding in shape to an outer surface of the vehicle transmission.
A vehicle transmission according to any preceding claim, wherein the roll initiator comprises a hook portion configured to engage with a portion of the vehicle transmission to prevent separation of the roll initiator from the vehicle transmission.
A vehicle transmission according to any preceding claim, wherein the roll initiator and vehicle transmission each comprise corresponding interlocking portions configured to prevent separation of the roll initiator from the vehicle transmission.
A vehicle transmission according to any preceding claim, wherein the projecting portion comprises one or more reinforcing ribs.
A vehicle transmission according to any preceding claim, wherein the transmission is a continuously variable transmission.
A vehicle transmission according to any of claims 1 to 7, wherein the transmission is a hybrid electric transmission.
A roll initiator for use in the transmission of claims 1 to 8.
A method of modifying a vehicle transmission for an automotive vehicle having a longitudinal axis and a lateral axis, the vehicle transmission being contained within an engine compartment of the vehicle, the method comprising the step of:
attaching a roll initiator to the vehicle transmission,
wherein the roll initiator comprises a projecting portion arranged to engage with a structure within the engine compartment to rotate the vehicle transmission about the vehicle lateral axis when the vehicle undergoes a collision in the longitudinal direction.
A method according to claim 10, wherein the transmission is a continuously variable transmission.
A method according to claim 10, wherein the transmission is a hybrid electric transmission.